Explosive-engine.



R. HAGAN. EXPLOSWE ENGINE. APPucATloN man Nov. 14. 1912.

Patented May 18, 1915.

l 140449.10! .'/wm

3 SHEETS-SHEET l.

Witnesses Attorneys R. RAGAN. ExPLoslve meme.

Inventor P I A,

*Attorneys R. RAGAN. EXPLOSlVE ENGINE. APPLICATION msn Nov 14, 1912.

Patented May 18, 1915.

3 SHEETS-SHEET 3.

Attorneys RALPH RAGAN, 0F ATLANTA, GEORGIA.

EXPLOSIVE-ENGINE.

Specication of Letters Patent.

Patented May 18, 1915.

Application led November 14, 1912. Serial No. 731,897.

T0 all whom it may concern Be it known that I, RALPH RAGAN, a citizen of the United States; residing at Atlanta, in the county of Fulton and State of Georgia, have invented a new and useful Explosive-Engine, of which the following is a specification.

The present invention relates to an improvement in explosive engines, the present structure being a refinement of the structure set forth in applicants co-pending application filed July 24, 1911, Serial No. 640,267, and the primary object of the present invention being the provision of a single valve interposed between the carbureted air compressing cylinder and the explosive cylinder for controlling the supply of carbureted air to the explosive cylinder and the exhaust of theburnt gases therefrom.

With the foregoing and other objects i view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed can be made within the scope of what is claimed without departing` from the spirit of the invention.

In the drawings-Figure 1 is a side elevation of an explosive engine made according to and embodying the present invention, one

vof the'power cylinders and carbureted air supplying cylinders being shown in section. Fig. 2 is a section taken on lines 2--2 of Figs. 1 and 5. Fig. 3 is a section taken on line 3--3 of Fig. 1. Fig. 4 is a section taken on line 4--4 of Fig. 1. Fig. 5 is a horizontal section through the engine taken on line 5 5 of Fig. 2. Fig. 6 is a section taken on line 6-6 of Fig. 1 illustrating the connection ofthe carbureted air supplying cylinder with 'the carbureted air supplying manifold of the engine.

L Referring to the drawings, the numeral 1 designates the base which is provided with the fixed upwardly inclined and converging walls 2 which are connected together by the bridging piece 2', there being formed upon the inner face of the wall in spaced relation and in coperating pairs, the frames 3 which carry the guides 4, the purpose Kof which will presently appear. v

Sealing the base 1 is the curved plate 5 which constitutes with the adjacent portion of the base, the lubricant containing compartment and crank case of the engine.

The crank shaft 6 is properly :yournaled within the `base and has connected thereto, the piston rod 7 which has its upper end connected to the cross head 8. This cross head 8 is of peculiar construction and is made in separable parts,the outerv portion 9 of which is in engagement with the respective guides 4 being held with the main portion of the cross head by means of the adjusting device 10, said adjustin `device being so positioned as to permit o the adjustment of the wedge section 9 due to the wear thereof in its action upon the guides 4.

Connected to the cross head 8 and projecting upwardly therefrom is a cylindrical piston rod 11 which projects through the bridging plate 2 and carries upon its upper end, the power piston 12, which as shown is provided with the oppositely disposed baille plates 13-13. This power piston 12 is mounted for reciprocat-ion withln the power cylinder 14 and as shown divides the cylinder into the two explosive compartments C and C.

Provided in the wall of the cylinder 14 inl termediate of the ends thereof, are the two intake ports 16, and the tWo exhaust ports 16', the vertical length of the exhaust ports 16 being slightly greater than the intake ports 16, the purpose of which will presently appear.

Led into the respective intake ports of the cylinder is the oose neck portion 17 of the intake manifolf 18 which is in communication with the vertical manifold 18' connected with the carbureter, or other carbureted air supplying device (not shown). The portion 18l of the intake manifold is slightly tapered for the reception of the frusto-conical carbureted air supplying valve 19. the

detail of' which will be set forth later on.

Connected to the crank shaft is a connecting rod 20 which is connected to a cross head 21 similar to the cross head 8, while connected to this cross head is a c lindrical piston rod 22 which is also slidab y mounted through the bridging plate 2' and carries upon its upper end, the carbureted air compressing and supplying piston 23 which is mounted for reciprocation within the carbureted air supplying cylinder or chamber 24. This chamber is provided with the conduits 25 and 26, both of which are in comin Fui, L".

'uliii'ly flispoaml partition rl2 which Anl i lil W'manifold @longitudinally of the engine.

, and at the same time direct such through the port 54, so that when the port or alternately brought into or out of communication with one another through the valve 56 as desired, a sleeve 67 is keyed upon casingv 73so that the lubricant is led into the base of the engine and also against the guides 4 to properly lubricate the cross 0 head 8. the shaft 38 and carries a small bevelpinion It will be lseen that as the oil or lubricant 68 which is in mesh at all times with the is within the crank case and has entered bevel pinion 69 k/eyed upon the outer end the pipe 49, the engine being operated exof the/valve shaft 56, thus providing a plosively, operates the rotary pump gi/meas whereby the rotation of the shaft 38 `that lubricant vis drawn i o/thesing will actuate the valve56. thereof and/forcedn'iitf4 e pipe 51 which Led from the opposite end of the oil mani- 'directs such lubricant Iinto the lubricant fold 52 and connected to the tap 70 thereof, V is a return conduit 71 which has disposed "From there, they bricant being under prestherein an oil or sight gage, (not shown) sure, is directed through the apertures the conduit leading into the tap 72 at the into the tubular distributer 53, to properly upper end of the casing 73 which surrounds lubricate -frotary distributing member 56 the shaft 38 and acts as a condlictinor melubricant dium to return the lubricant into the 'lower portion of the crank case, all as clearly shown in Fig. 3. The large bevel gear 68', is geared to operate the armature of the ignition magneto M.

In order that the various frictional parts and the cylinders/ofl the engine may be water cooled, thepump 76 is controlled from the gear 36 which is mounted upon the crank as is necessary through the port 64 so that therstufing box is properly lubricated. 'Other' lubricant is led from the manifold 5 57 of the distributer 56 alines therewith, the lubricant will bev directed through the port 57 into-the port and consequently into the stuffing. box 62",'the circulation continuing therethrough and out of the port 60 to the shaft. The gear 74 is keyed upon the flexialined port 58 lof the distributing-member ble shaft 75 which controls the rotary pump 56 into and throu h theport 61 to the tube 76 disposed within the casing 77. The lead b (Fig. 2)1that directs the oil to the upper in conduit 77 to which the water is supportion of the guide 4 to assist in oiling the plied by any source is connected to the cas- .cross head 8. As the return conduit 71 is in ing 77, the conduit 78 fr-med within the communication with the manifold 52 at the base of the engineffand connected to the casopposite end from the introduction of the ing 77 leads into the jacket 79 below the pipe 51 thereto, a continuous circulation of bridging plate 2 and into the stufling box the lubricant within the manifold 52 is acjackets 79. From the jacket 79 is led a corded, theppe 71 leading the greater porcoupling 80, which forms the conduit to tion of the-,flow of lubricant into the upper lead the water into the lower portion of the end of the casing 73, where it is directed water jacket 81 of the cylinder 14, there lagain into the base of the engine. l being led from the upper end thereof, a con- The stufling box 62 is provided with a duit 82 which is led to the usual radiator plurality of packing rings 63 which are so (which is not shown) and finally back to the disposed as to permit of the feeding of the inlet conduit 77. necessary-lubricant to the rod 11 and thus It will thus be seen thatthe gear 36 upon prevent the exploding gases from affectingIl the crank shaft forms a medium for operthe same, the same providing a means ating thevalves19,/the lubricating pump 50,

whereby the necessary film of oil will be the distributing valve 56,Y also vthe water 'supplied intermittently to the rod 11 and without any loss of power either upon the yexplosion or compression stroke. i The port 64 leads from the tubular conduit 53 adjacent to the-rl'uced portion of the valve 56, and a continuous supply of oil is fed to the stuing box `65 around the cylindrical piston rod 22, the adjustable packing 66 therewithin providing a means whereby sockets 15-15 may be readily adjusted and the necessary lubricating oil is supplied controlled through the shaft 38, so that the within' the cylinder 24 through the lower explosive charges within `the chambers conduit l26 into the manifold 18, and C-C are exploded at the highest point of .through the goose neck portion 17 and the `compression so that there are two 'explosions intake port 16 of the cylinder 14. By this every two strokes of the power piston 12. means the i ylinder 14 and its power piston n What is claimed is: i v 12 are properly lubricated.

In vorder to properly rotate the. in timed relation t.; thepistonsd circulating pump 7 6, and the magneto M.

f From the foregoing description taken in connection with thc drawings it is evident that with an engine constructed according to and embodyingl the present invention, that the various frictional parts are properly cooled andlubricated, and that the timingof the spark plugs disposed within the 1.*An explosive engine, includmgabase valve 56 a crank shaft mounted therein, a carbu- 2 and 23 reted air compressing and supplying cylin` e@ .that the ports 57 and 58 are successivelyy der, a piston mounted therein and Aaperably .being provhlril ith 1,: 'port for r( connected to the crank shaft, a power cylinder, a power piston moan-tml therein audoi-prablr connected in the cra lat, an intake manifold. said power c) )"i'ovidcd with intakr and exhaust ports intermcdiate of its ends. the intal-"e port being in con'nnunication lwith the in' f, manifold, two oppositely disposed pipes li yl frein the intake mani loid to the respective ends el" the air compressing and supplyirff cylinder, a valve mound-d fer rotation ith-in the inaniold and divid ld into two oppositely open ended chambers. nach of said chambers ltration rlinretcd air supplyinder, and means to the with the pipes4 o' the( ing and con'xprcssifw for operably connrrting the valve crank shaft.

2. An exililosive engine, having a power cylinder, and a carbureted air compressing andsupplying cylinder, an intake manifold in c mnnunication with the intake port of the power cylinder, two pipes leading from the intake manifold to the respective ends of the air conn'aessing and supplying cylinder, a valve mounted for rotation within the intake manifold adjacent the point of connection of the two pipes therewith, said valve being divided into two open ended chambers, each of said chambers being provided with a port for registration with the pipes of the carburctcd air supplying and compressing cylinder. c

3, An explosive engine, including a base, a crank slif-ft mounted therein, a carbureted air compressing and supplying cylinder, a pistonmounted therein and oper-ably connected to the crank shaft, a'power cylinder, a piston mounted in the power cylinder and operably connected-to the crank shaft, an intake manifold disposed longitudinally of the engine, said power cylinder being provided with intake and exhaust ports intermediate of its ends, the intake port being in communication with the intake manifold,

. two oppositely disposed pipes led from the intake manifold to the respective ends of the air compressing and supplying cylinder,

the portion of thc manifold adjacent to said pipes being enlarged, a frusto-conical valve mounted for rotation within the enlarged portion of the manifold and divided into two oppositely open ended chambers, each of said chambers being provided with a port for registration with the pipes of the carbureted air supplying and compression cylinder, and means for operably connecting the valve to the crank shaft.

4:. An explosive engine, including aV base,-

air compressing and supplying cylinder, a piston mounted therein and operably connected to the crank shaft, a power cylinder, a piston mounted in the power cylinder and operably connected to the crank shaft, an intake manifold disposed longitudinally of the engine, said power cylinder being provided with intake and exhaust ports intermediate of its ends, the intake port being in communication with the intake manifold, two opposit-ely disposed pipes led from the intake manifold to the respective ends of the air conuiiressing and supplying cylinder, the portion of the manifold adjacent to Said pi pes being enlarged, a frusto-conical Valve mounted for rotation within the enlarged portion of the manifold and divided into two open ended chambers, `each of said chambers being provided with a port for registration with the pipes of the carbureted air supplying and compression cylinder, a shaft connected to the frusto-conical valve and extending eXteriorly of the engine, and

means operably connecting the extended end thereof with the crank shaft.

An explosive engine, includinga basent crank shaft mounted therein, a carbureted air compressing and supplying cylinder, a piston mounted therein and operably connected to the crank shaft, a power cylinder, a piston mounted in the power cylinder and operably connected to the crank shaft, an intake manifold disposed longitudinally of the engine, said power cylinder being provided with intake and exhaust ports intermediate of its ends', the intake port being in communication with. the intake manifold, two oppositely disposed pipes led from the intake manifold to the respective ends of the air compressing and supplying cylinder, the portion of the manifold adjacent to said pipes being enlarged, a frusto-conical valve mounted for'rotation within the enlarged portion of the manifold and divided into two oppositely open ended chambers, each of said chambers being provided With a port for registration with the pipes of the carbureted air supplying and compressing cylinder, a gear upon the crank shaft, a vertical shaft operably connected t0 the crank. shaft, and coacting means for connecting the vertivcal shaft with the frusto-conical valve.

In testimony that I cla-im the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

RALPH HAGAN.v

Witnesses:

SELINA WILLsoN, E. C. SCHLADT. 

